US3519104A - Elevator available car system including unique car assigning means - Google Patents

Description

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J. suozzo ETAL 3,519,164 ELEVATOR AVAILABLE CAR SYSTEM INCLUDING UNIQUE CAR ASSIGNING MEANS Filed April 30, 1965 16 Sheets-Sheet 1 INVENTORS John Suozzo and SYSTEM OF PATENT Henry APPLICATION SERIAL NO.3IO,99I 5Y2 FILED SEPT. 24,|9s3 1/ WITH MODIFICATIONS ATTORNEY July 7, i

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ELEVATOR AVAILABLE CAR SYSTEM INCLUDING.

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United States Patent ELEVATOR AVAILABLE CAR SYSTEM INCLUD- ING UNIQUE CAR ASSIGNING MEANS John Suozzo and Henry C. Savino, Hackensack, NJ., assignors to Westinghouse Electric Corporation, Pittsburgh, Pa., a corporation of Pennsylvania Filed Apr. 30, 1965, Ser. No. 452,216 Int. Cl. B66b 1/06 US. Cl. 187-29 13 Claims ABSTRACT OF THE DISCLOSURE In an elevator system a predetermined number of priority down floor call-s prevents an elevator from an swering an up floor call for a floor above the highest floor for which a car call is registered in the elevator. If a first car assigned to a floor call is traveling up through an express zone when a second car becomes available in a more advantageous position the assignment is transferred to the latter car. A car may be parked at a floor above the express zone. Scanning for an available car for a call above an express zone starts in a high zone.

Features of the system herein illustrated are shown in our copending patent applications, Ser. Nos. 94,723; 110; 464; 220,522 and 310,991 filed respectively on Mar. 10, 1961, May 16, 1961; Aug. 30, 1962 and Sept. 24, 1963. Pats. 3,256,958 and 3,292,736 have issued for the first two of these applications.

This invention relates to transportation systems, and it has particular relation to transportation systems wherein a plurality of vehicles are arranged in a structure to operate as a bank.

Expressions such as trafiic demand, service demand and traflic condition herein are employed to designate traflic pictures which may be utilized for specified control purposes. As is pointed out below, such trafiic demands or conditions may include calls for transportation service registered by call means, loading of transportation cars, car stopping, direct functions or rate functions.

A transportation system may be designed for attendant operation or for automatic operation. In attendant operation, an attendant located in each of the vehicles is available for supervising the loading of his vehicle, the unloading of the vehicle and the dispatch of the vehicle from a landing. Although aspects of the invention may be incorporated in transportation systems employing either a single vehicle or a number of vehicles arranged in a bank, and although aspects of the invention may be incorporated in systems arranged either for automatic operation or attendant operation, the entire invention is particularly suitable for and may be considered adequately with reference to a bank of elevator cars arranged for automatic operation. For this reason, the following discussion will be directed primarily to such an elevator system.

In a bank of elevator cars arranged for automatic operation, the cars may operate principally between two terminal landings or floors, which consist generally of an upper terminal floor and a lower terminal such as a main, street or first floor. A plurality of intermediate landings or floors are located between the two terminal floors. Additionally, one or more of the elevator cars in the bank may serve a top extension or penthouse floor. Finally, certain or all of the cars also may provide service for a lower extension floor, such as a basement floor. However, the invention is applicable to a system having no extension floor.

The invention is particularly applicable to a system of the type shown in our copending patent application, Ser. No. 310,991, filed Sept. 24, 1963. The system serves a ice structure whose fioors above the lower terminal floor are divided into a plurality of separate up and down zones. Each of these zones may comprise either one floor or a plurality of adjacent floors, depending upon factors such as the total number of floors served by the system, the number of elevator cars in the system, special trafiic conditions which may be encountered at a particular floor or group of floors and the quantity and cost of equipment required. It will be understood that the number of down zones need not necessarily equal the number of up zones and that the same floor or floors need not necessarily be included in both a particular down zone and a particular up zone.

In such a system, the registration of a floor call for elevator service may be accompanied by the registration of ,a demand for service for the zone in which the corresponding floor is located. In response to a zone demand for service, an available elevator car is assigned to serve the'zone for which each floor call is registered which resulted in the registration of the zone service demand. -If ,a plurality of cars at different locations are available for this purpose, only that one of such cars is selected which is in the best position to render the desired service. The present invention will be discussed with reference to a system of this type.

Tests have demonstrated that the system of our abovementioned patent application provides exceptionally efficient service. The present invention provides even more efficient service.

False registration of calls for elevator service interfere with orderly response of an elevator system to legitimate calls for elevator service. Thus intending passengers desirous of traveling down from intermediate floors of a building may register calls for up service to stop uptraveling cars. This practice slows service in the down direction. The invention minimizes response to such false calls.

Also the system may be arranged to encourage the presence of a predetermined minimum number of cars, if available, at a predetermined floor as continuously as possible. This facilitates trafiic movement from a busy floor.

If an available first car on a first side of a long express zone is assigned to a service zone on a second side of the express zone a substantial time, possibly longer than twenty seconds, may be required for transit through the express zone. In accordance with the invention, if a more advantageously located second car becomes available while the first car is in the express zone the assignment is transferred to the second car.

It is, therefore, an object of the invention to provide an eflicient transportation system.

In accordance with a preferred embodiment of the invention if only one car is at a main floor and is loaded in excess of a predetermined value a number of available cars are started for the main floor. A lesser number may be started should certain of the cars be traveling towards the main floor. This expedites service for the main fioor.

Service also is expedited by conditioning the cars to ignore certain calls such as up floor calls. Thus if a substantial demand for down service is registered a car may be conditioned to bypass up floor calls, particularly if the car has no further car call to be answered.

A still further expediting of service in the preferred embodiment is effected in the case of a first car running up in an express zone after assignment to answer a floor call for service above the express zone. If a car becomes available above the express zone it is assigned to answer the fioor call for service without waiting for the first car to complete its trip through the express zone. Also a car may be parked above the express zone under certain conditions to be closer to a future demand for service. When a floor call for service is registered above an express zone the search for an available car preferably starts in a high zone. This futher expedites service by selecting a car closer to the floor requesting service.

It is, therefore, an object of the invention to provide a vehicle system which expedites service by starting a vehicle for a main landing when loading of another vehicle at the main landing indicates a possible shortage of service for such landing.

It is another object of the invention to provide a vehicle system which expedites service by transferring assignment of vehicle to a floor call for service on one side of an express zone when a vehicle becomes available closer to the fioor requiring service.

It is also an object of the invention to provide a vehicle system which expedites service by parking a vehicle above an express zone under certain conditions.

It is a further object of the invention to provide a vehicle system which expedites service by conditioning a vehicle to ignore calls for service in one direction in the presence of a substantial demand for service in the opposite direction.

It is a further object of the invention to provide an improved elevator system wherein a predetermined demand for down service restrains an up-traveling car having car calls from responding to floor calls for up service.

It is an added object of the invention to provide an elevator system wherein a second car is expedited to replace a first car leaving a floor.

It is also an object of the invention to provide an elevator system which expedites assignment of an available elevator car to a service zone spaced from a terminal floor by an express zone.

Other objects of the invention will be apparent from the following description, taken in conjunction with the accompanying drawings, in which:

FIG. 1 is a schematic view in straight-line form of a portion of an elevator control system embodying the invention; 4

FIGS. 2 through 17 are schematic views with circuits shown in straight-line form of further portions of the elevator control system illustrated in FIG. 1;

FIG. 18 is a schematic view in elevation of a portion of the elevator system of FIGS. 1-17.

Although aspects of the invention may be incorporated in an elevator system having any desired number of elevator cars, arranged either for attendant operation or for automatic operation to serve any desired number of floors, the invention may be described adequately with reference to an elevator system arranged for fully automatic operation and serving a building or structure having six principal floors and a top extension or seventh floor. For this reason, the illustration and description of the invention will be directed particularly to such a system. Furthermore, a system comprising a bank of three elevator cars will suflice for the discussion of certain aspects of the invention, while other features thereof may be more clearly explained by reference to a system having four cars. In addition, for illustrative purposes the second through sixth floors served by the elevator system normally will be divided into first, second and third down zones, while the intermediate or second through fifth floors will be divided into low and high up zones. The first down zone comprises the second and third floors, the second down zone includes the fourth and fifth floors and the third down zone comprises the sixth floor. The low up zone includes the second and third floors and the high up zone comprises the fourth and fifth floors.

The elevator cars of the system, three or four as the case may be, are designated by the reference characters A, B, C and D. It will be assumed for present purposes that only the cars A and C are capable of serving the top extension or seventh floor, while each of the remaining or six principal floors may be served by every car in the system.

Inasmuch as certain circuits for each of the elevator cars generally are similar, circuits for the elevator cars A and B are shown in substantial detail, and components for the elevator cars C and D are introduced as required for the discussion. Insofar as is practicable, circuits and components for the elevator car A are illustrated in the left column of FIGS. 1 through 6 and 16, and circuits for the elevator car B in the right column of such figures. FIGS. 7 through 15 and 17 in general illustrate circuits which are common to all of the elevator cars.

The equipment and control circuits for the elevator cars A, B, C and D include many similar components. For this reason, components for the cars B, C and D which are similar to a corresponding component for the elevator car A are identified by the reference character employed for the car A component preceded by the prefixes B, C and D, respectively. For example, associated with the elevator cars A, B, C and D are the next car relays N, BN, CN and DN. For these reference characters, the prefixes B, C and D indicate that the relays BN, CN and ND are associated, respectively, with the elevator cars B, C and D.

Electromagnetic switches and relays employed in the control circuits may have numerous contacts of either or both of two types. One type may be referred to as back or break contacts. Such contacts are closed when the associated switch or relay is deenergized and dropped out. The contacts are opened when the associated switch or relay is energized and picked up. The second type of contacts may be referred to as front or make contacts. Such contacts are opened when the associated switch or relay is deenergized and dropped out. These contacts are closed when the associated switch or relay is energized and picked up. The relays and switches in the accompanying schematic views are illustrated in their deenergized and dropped out conditions.

Each set of contacts of a relay or switch is designated by the reference character employed for the relay or switch, followed by a suitable numeral specific to the set of contacts. For example, the reference characters U1 and U6 designate, respectively, the first and sixth sets of contacts associated with the up switch U of the elevator car A.

In order to simplify the presentation of the invention, the present description will be based on the system of our above-mentioned patent application Ser. No. 310,991 with modifications suitable for incorporating our present invention.

This application will be referred to below and may be termed the reference patent application.

Certain apparatus common to our aforesaid reference patent application and the present patent application is listed below. The only differences are that for certain of the relays and switches, contacts are added for the present patent application. These additions will be apparent from the later discussion.

APPARATUS FOR ELEVATOR CAR A DDowr1 switch DCDoor-close solenoid DCA-Down call above relay DEPDown decelerating inductor plates DFPD0wn stopping inductor plates DODoor-open solenoid DS-Door relay EInductor slowdown relay FInductor stopping relay FA-Down call assigned relay FCRDemand response relay F RAvaila'ble car relay FRSAuxiliary available car relay FU-Up call assigned relay FUHHigh up zone assigned relay GHolding relay HLCHigh zone low floor relay KA--Assigned zone stepping switch KB-Down zone call below relay KFConvention floor loading relay KFT-Convention floor timing relay LBDetect0r relay LSLoad switch LWLoad relay MRunning rel-ay MGSManually-operable switch NNext car relay ND-Notching relay PParking relay PX-Spotting loading relay RA-First auxilary running relay S-Floor call stopping relay SHDown zone assigned relay SS-Start relay ST--Assigned zone stopping relay T-Car call stopping relay TDS-Priority zone stopping relay U-Up switch UEPUp decelerating inductor plates UFPUp stopping inductor plates V-Speed relay W-Up preference relay XDown preference relay ZC-Convention floor position relay Z0, Z1, Z1A, Z2, Z3Zone position relays through 7CCar call push buttons ICR through 7CRCar call registering relays 10Rope 11Counterweight 12-Sheave 14Direct-current motor 15Floor selector 16-Direct-current generator 17Induction motor 18BBrake coil 38R-Car call above relay 42-Auxiliary door-control relay 45-Door-control relay 50Motorgenerator starting relay 69H-Hight call reversal relay 69LLow call reversal relay 70TNon-interference relay 78DUp call below relay 78UUp call above relay 80Second auxiliary running relay 139Motor-generator shutdown relay 981Lower terminal no-start relay APPARATUS COMMON TO ALL CARS AH-Master high up zone assigned relay AHCHighest down call relay ALLow up zone assigned relay DTDown by-pass timing relay DUUp zone demand relay DULLow up zone demand relay DUH-High up zone demand relay FRMMaster available car relay FSH-High zone stepping switch FSLLow zone stepping switch FZM-Master zone relay FZT-Zone resetting relay FZO, FZ1, FZlA, FZZ, FZ2A, FZ3-Zone relays F00, F10, FICA, FZC, F2CA, F3CAssigned zone relays H-Motor-generator running relay KBHHigh zone demand relay KBL-Low zone demand relay KHHigh up zone call relay KHT-High up zone timing relay KL-Low up zone call relay KLT-Low up zone timing relay KMT-Down zone priority relay K0, K1, KIA, K2, KZA, K3Down zone demand registering relays KIT, KlTA, KZT, KZTA, K3TDown zone timing relays L1, L2-Direct-current buses LNT-Absence timing relay MCAMaster down call above relay MFBLower terminal surplus car relay MFCMultiple available car relay MGMotor-generator timing relay MKF-Master convention floor loading rel MN-Master next car relay MXMaster down preference relay MZOMaster car position relay NDH-Intense up peak relay NDR--No demand return relay NFTLoading relay NL-Lonely car relay PD--Instant dispatch relay PM-Spotting interrupting relay PR-Spotting resetting relay PRS-Spotting stepping switch P2 through P6-Floor spotting relays RNS-No scan relay RY--Spotting resumption relay SC-Down demand mid-point relay SCR-Pulsing relay SCT-Firing relay SFB-Lower terminal non-next relay SHN-High zone no selection relay SLN-Low zone no selection relay SP-Spotting transfer relay SZ--Down demand mid-point stepping switch SZRScan relay TZ-Zone transfer relay UHTFirst loading interval relay UT- Second loading interval relay YT--Spotting interrupting timing relay ZD-D0wn zone demand relay Z1U-Low up zone position relay Z2U-High up zone position relay 1U through 6U--Up floor-call push buttons 2D through 7D-Down floor-call push buttons 3BP, 5BPPassing relays lUR through 6UH-Up floor call registering relays ZDR through 7DR--Down floor call registering relays 69P-Closest car relay 77D--Down by-pass relay 77UUp by-pass relay 911RClearance relay 982-Master lower terminal relay In addition to the foregoing apparatus, certain relays common to both patent applications conveniently may be listed separately as follows, since they do not, strictly speaking, fall within either of the above categories.

DH--High zone demand relay DHX-High zone down relay DL-Low zone demand relay DLX--Low zone down relay FOHAssigned zone relay HLC and CHLCHigh zone low floor relays BLLC and DLLCLow zone high floor relays KRLower terminal extension demand relay RD-Extension floor demand relay TESExtension car scanning relay TEU-Extension car up relay ZR Extension floor position relay Since many similar components are employed in the apparatus and control circuits for the elevator cars A, B, C and D, the description of the apparatus and control circuits will be directed primarily to those associated with the car A. With the notation employed, similar components employed for the other elevator cars readily may be traced. Where different components are employed for certain of the elevator cars, these different components will be discussed as required.

The following apparatus is specific to the present patent application:

APPARATUS FOR CAR A AXPExpress zone position relay CAS-Cam operated switch PA-Special parking relay REExpress zone selectable car relay XHService zone relay XP--Express zone relay APPARATUS COMMON TO ALL CARS AECar away relay AVMMain floor available car relay DCU-Master dispatch relay NDRT-Auxiliary timing relay QNDRMain floor expediting relay Q39-Plural MG relay SD-Special demand relay SDT-Timing relay UAV-Away available car relay UCO-Down wait quota relay XPD-Express down relay 2FRDouble availability relay 3FR-Treble availability relay FIGS. 3, 13, and 14 are identical to FIGS. 3, l3, and 14 respectively of our aforesaid reference patent application.

FIG. 1 is similar to FIG. 1 of our above-mentioned patent application except for the addition of a switch CAS which is closed when the car A is near the upper end of an express zone, and a switch XPS which is closed while the car A is in the express zone. Similar switches are shown for the car B.

FIG. 2 is similar to FIG. 2 of our aforesaid patent application except for the addition of break contacts UCOl and UCOZ of a down wait quota relay UCO, and break contacts PA2 of a special parking relay PA. When the contacts UCOl are open they prevent energization of the floor call stopping relay S in response to registered up floor calls. The contacts UC02, when open, similarly prevent energization of the floor call stopping relays BS.

When the contacts PA2 are open they prevent energization of the stopping relay S through an alternate circuit. Similar contacts BPA2 are added for the car B.

FIG. 4 differs from FIG. 4 of our aforesaid reference patent application by the addition of make contacts UCO3 and UCO4 of the down wait relay UCO. If the contacts UCO3 are closed, the available car relay FR can be energized even though the contacts 981-1, 78U3 and PR3 are all open. The contacts UCO4 are associated similarly with the available car relay BFR.

FIG. 4 also differs from FIG. 4 of our aforesaid reference patent application by the provision of make contacts AXPl which are closed when the car A is adjacent the upper end of an express zone. The contacts AXPl are connected through a manually-operated switch MSWl to establish an alternate path of energization for the available car relay FR. Similar components are provided for the car B. For present purposes the switches MSWl and MSW2 are assumed to be open.

FIG. 4 further differs from FIG. 4 of our aforesaid reference patent application by the provision of break contacts XPI of an express zone relay XP. These contacts are in series with the down call assigned relay FA and are open while the car A is in an express zone. The contacts XPl are shunted by make contacts XHl of a service zone relay XH. These contacts XHI are closed when the car A reaches a predetermined distance from the end of an express zone. The contacts XPl also are shunted by a manually-operated switch MSW2 which is assumed to be closed for the present. Similar components are provided for the car B.

Finally, FIG. 4 differs from FIG. 4 of our aforesaid reference patent application by providing additional contacts FCR6 and DCU1 and a manually-operated switch MSW3. When the contacts 42-2 are closed, an alternate energizing circuit for the first auxiliary running relay RA is provided which includes in series the make contacts FCR6 of the demand response relay FCR, the manually operated switch MCW3 and the make contacts DCU1 of a master dispatch relay DCU. The contacts DCU1 close when the relay DCU dispatches available cars from the main floor in a manner to be discussed below. Similar components are provided for the car B. For present purposes the switches MSW3 and BMSW3 are assumed to be open.

FIG. 5 is similar to FIG. 5 of our aforesaid reference patent application except that a set of make contacts QNDRl in series with a set of make contacts FR3Z are shunted across the make contacts DH2 in the circuits for the down call above relay DCA. The make contacts QNDRI of the main floor expediting relay QNDR close when additional cars are needed at the main floor. The contacts FR32 close if the car A is available. Similar con tacts QNDRZ and BFR32 may be connected across the contacts DL2 for the car B.

FIG. 6 differs from FIG. 6 of our aforesaid reference patent application by providing break contacts XP3 of the express zone relay XP in series with the coil of the up call assigned relay FU. Several shunts also are added for the contacts XP3. Thus these contacts are shunted by a manually-operated switch MSWS which is assumed for the present to be closed. The contacts XP3 also are shunted by break contacts UAVl of an away available car relay UAV. The contacts XP3 further are shunted by make contacts XH2 of the service zone relay XH. The contacts -2 are shunted through a manually-operated switch MSW4 and break contacts E3 of the inductor slow down relay E. Similar components are shown for the car B.

FIG. 7 differs from FIG. 7 of our aforesaid reference patent application by the addition of make contacts QNDR3 of the main floor expediting relay QNDR in shunt across the contacts ZD2.

FIG. 8 differs from FIG. 8 of our aforesaid reference patent application by the addition in shunt across the contacts NDRS of a similar circuit for each of the cars. Thus, for the car A, the shunting circuit has in series break contacts 70T9 of the non-interference relay, make contacts N21 of the next relay N, and make contacts 38R9 of the car call above relay. FIG. 8 also differs by the addition of break contact QND-R4 of the main floor expediting relay QNDR in series with the coil of the master down call above relay MCA.

In FIG. 9 a separate resistor associated with the down zone demand relay ZD is controlled by each of the cars. For example the resistor R32 is controlled by the car A. Except for the control of these resistors, FIG. 9 is similar to FIG. 9 of our aforesaid reference patent application. For the car A, break contacts REI open to assure effectiveness of the resistor R32 in the bridge circuit under conditions which will be discussed below. Similar contacts BREl and CREl are shown for the cars B and C.

FIG. 10 differs from FIG. 10 of our aforesaid reference patent application by modifying the holding circuit for the no demand return relay NDR. This holding circuit now includes in series only the contacts PD9 and NDR6 of our aforesaid patent application and break contacts NDRT1 of a timing relay NDRT. The break contacts NDRT1 open a predetermined time after the relay NDR picks up. The timing relay is reset for each departure of a car from the main floor at least two-thirds full. A further difference resides in the omission here of the contacts

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